U.S. patent application number 16/202460 was filed with the patent office on 2020-05-28 for system and method to reduce parasitic loads on an engine of a harvesting machine.
The applicant listed for this patent is DEERE & COMPANY. Invention is credited to Mark A. Cracraft, Cole D. Miller, James T. Noonan, Steven D. Wallestad, Dwayne B. Watt, Jerry E. White, Cecil H. Wise, JR..
Application Number | 20200166100 16/202460 |
Document ID | / |
Family ID | 70770609 |
Filed Date | 2020-05-28 |
![](/patent/app/20200166100/US20200166100A1-20200528-D00000.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00001.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00002.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00003.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00004.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00005.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00006.png)
![](/patent/app/20200166100/US20200166100A1-20200528-D00007.png)
United States Patent
Application |
20200166100 |
Kind Code |
A1 |
Noonan; James T. ; et
al. |
May 28, 2020 |
SYSTEM AND METHOD TO REDUCE PARASITIC LOADS ON AN ENGINE OF A
HARVESTING MACHINE
Abstract
A hydraulic power module for a crop harvester, and in particular
a cotton harvester, having an engine. The hydraulic power module
includes a main drive gear, a drive shaft extending through the
main drive gear, and a clutch operatively connected to the drive
shaft, wherein the clutch has an engaged position and a disengaged
position. The engaged position of the clutch fixedly connects the
main drive gear to the drive shaft and the disengaged position of
the clutch disconnects the main drive gear drive from the drive
shaft. The hydraulic power module further includes a first pump
device directly coupled to the drive shaft, wherein the first pump
device is driven by the drive shaft during rotation of the drive
shaft. A second pump device is indirectly connected to the drive
shaft through the clutch, and is driven by the drive shaft when the
clutch is in the engaged position.
Inventors: |
Noonan; James T.; (Ankeny,
IA) ; Watt; Dwayne B.; (Coffeyville, KS) ;
Wise, JR.; Cecil H.; (Coffeyville, KS) ; Wallestad;
Steven D.; (Ankeny, IA) ; Cracraft; Mark A.;
(Ankeny, IA) ; White; Jerry E.; (Ankeny, IA)
; Miller; Cole D.; (Ankeny, IA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
DEERE & COMPANY |
MOLINE |
IL |
US |
|
|
Family ID: |
70770609 |
Appl. No.: |
16/202460 |
Filed: |
November 28, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16D 2500/111 20130101;
F16H 1/22 20130101; F16D 25/0638 20130101; A01D 69/08 20130101;
F16D 2500/10418 20130101; A01D 69/06 20130101; F16D 13/52 20130101;
F16D 2500/1045 20130101; F16D 2500/70424 20130101; A01D 46/085
20130101; A01D 46/08 20130101; F16D 48/06 20130101 |
International
Class: |
F16H 1/22 20060101
F16H001/22; A01D 69/06 20060101 A01D069/06; A01D 69/08 20060101
A01D069/08; F16D 13/52 20060101 F16D013/52; F16D 25/0638 20060101
F16D025/0638; F16D 48/06 20060101 F16D048/06 |
Claims
1. A hydraulic power module for a crop harvester having an engine,
the hydraulic power module comprising: a main drive gear; a drive
shaft extending through the main drive gear; a clutch operatively
connected to the drive shaft, the clutch having an engaged position
and a disengaged position, wherein the engaged position of the
clutch fixedly connects the main drive gear to the drive shaft and
the disengaged position of the clutch disconnects the main drive
gear drive from the drive shaft; a first pump device directly
coupled to the drive shaft, wherein the first pump device is driven
by the drive shaft during rotation of the drive shaft; a second
pump device indirectly connected to the drive shaft through the
clutch, wherein the second pump device is driven by the drive shaft
when the clutch is in the engaged position.
2. The hydraulic power module of claim 1 wherein the first pump
device includes a first plurality of hydraulic pumps wherein each
one of the first plurality of pumps provides a different
function.
3. The hydraulic power module of claim 2 wherein one of the first
plurality of pumps comprises a steering pump and another of the
first plurality of pumps comprises a scavenge pump.
4. The hydraulic power module of claim 2 wherein the second pump
device includes a second plurality of hydraulic pumps wherein each
of the second plurality of pumps provides a different function.
5. The hydraulic power module of claim 4 wherein one of the second
plurality of pumps comprises a header pump and another of the
second plurality of pumps comprise a cleaner pump.
6. The hydraulic power module of claim 4 further comprising a third
pump device including a third plurality of third pumps wherein each
of the third plurality of pumps provides a different function.
7. The hydraulic power module of claim 2 further comprising a first
intermediate gear coupled to the main drive gear and the first pump
device, wherein rotation of the main drive gear drives the first
intermediate gear to drive the first pump device.
8. The hydraulic power module of claim 7 further comprising a
second intermediate gear coupled to the main gear and the second
pump device, wherein rotation of the main gear drives the second
intermediate gear to drive the second pump device.
9. The hydraulic power module of claim 8 further comprising a
hydraulic reservoir configured to hold a supply of hydraulic fluid
for driving the first pump device and the second pump device and a
fluid level sensor disposed in the hydraulic reservoir, wherein the
fluid level sensor is configured to transmit a level signal
indicating a level of hydraulic fluid in the hydraulic
reservoir.
10. The hydraulic power module of claim 9 further comprising a
controller operatively connected to the fluid level sensor and
operatively connected to the clutch, wherein fluid level sensor
transmits a level signal to the controller and the controller in
response to the level signal prevents the pressure plate from being
located at the second position.
11. The hydraulic power module of claim 10 further comprising a
third intermediate gear coupled to the main gear and the third pump
pad, wherein rotation of the main gear drives the third
intermediate gear to drive the third plurality of pumps.
12. A method of operating a crop harvester having an engine and a
plurality of pump devices operatively connected to the engine, the
method comprising: providing a drive shaft configured to be
operatively connected to the engine; providing a clutch having an
engaged position with the drive shaft and a disengaged position
with the drive shaft; providing a first gear operatively connected
to the clutch and to a first one of the plurality of pump devices;
providing a second gear fixedly connected to the drive shaft and to
a second one of the plurality of pump devices; disengaging the
clutch from the drive shaft; operating the second one of the
plurality of pump devices with the second gear immediately upon
starting the engine; identifying a threshold engine speed, wherein
the threshold engine speed is equal to or greater than a
predetermined speed threshold; and after identifying the threshold
engine speed, engaging the clutch to connect the first gear with
the drive shaft.
13. The method of claim 12 further providing a fluid level sensor
configured to determine an oil level in a reservoir configured to
provide fluid to the plurality of pump devices.
14. The method of claim 13 further comprising preventing starting
the engine if the fluid level determined by the fluid level sensor
is less than a predetermined oil level.
15. The method of claim 12 wherein the operating the second one of
the plurality of pump devices includes operating one of a load
sensing steering pump and a scavenge pump.
16. An agricultural vehicle comprising: an engine having a drive
shaft; a hydraulic power module including: i) a main drive gear,
the drive shaft extending through the main drive gear; ii) a clutch
operatively connected to the drive shaft, the clutch having an
engaged position and a disengaged position, wherein the engaged
position of the clutch fixedly connects the main drive gear to the
drive shaft and the disengaged position of the clutch disconnects
the main drive gear drive from the drive shaft, iii) a first pump
device directly coupled to the drive shaft, wherein the first pump
device is driven by the drive shaft during rotation of the drive
shaft; and iv) a second pump device indirectly connected to the
main drive gear through the clutch, wherein the second pump device
is driven by the drive shaft when the clutch is in the engaged
position.
17. The agricultural vehicle of claim 16 further comprising a first
intermediate gear coupled to the main drive gear and the first pump
device, wherein rotation of the main drive gear drives the first
intermediate gear to drive the first pump device.
18. The agricultural vehicle of claim 17 further comprising a
second intermediate gear coupled to the main gear and the second
pump device, wherein rotation of the main gear drives the second
intermediate gear to drive the second pump device.
19. The agricultural vehicle of claim 18 further comprising a
hydraulic reservoir configured to hold a supply of hydraulic fluid
for driving the first pump device and the second pump device, and a
fluid level sensor disposed at the hydraulic reservoir, wherein the
fluid level sensor is configured to transmit a level signal
indicating a level of hydraulic fluid in the hydraulic
reservoir.
20. The agricultural vehicle of claim 19 further comprising a
controller operatively connected to the fluid level sensor and
operatively connected to the clutch, wherein fluid level sensor
transmits a level signal to the controller and the controller in
response to the level signal prevents actuation of the clutch.
Description
FIELD OF THE DISCLOSURE
[0001] The present invention generally relates to a harvesting
machine, and more particularly to a system and method to reduce
parasitic loads when starting the engine of a harvesting
machine.
BACKGROUND
[0002] Agricultural equipment, such as a tractor or a
self-propelled harvester, includes mechanical systems, electrical
systems, hydraulic systems, and electro-hydraulic systems.
[0003] When harvesting cotton, for instance, cotton from cotton
plants is harvested by a mobile cotton harvester, which includes a
header that engages the cotton plant to remove the cotton from the
field. The removed cotton is delivered to a relatively large basket
which receives and holds the harvested cotton. Many known cotton
harvester baskets include apparatus for distributing and compacting
the cotton to some extent, primarily to increase the amount of
cotton which can be held in the basket.
[0004] Mobile cotton harvesters are often self-propelled cotton
harvesting machines which typically come in two forms, namely a
cotton stripper vehicle and a cotton picker vehicle. The cotton
stripper is designed to remove the cotton bolls entirely.
[0005] A cotton picker, on the other hand, "picks" the cotton from
the bolls, typically by using revolving spindle fingers or prongs.
Cotton pickers leave the cotton plant, and unopened bolls, intact,
such that a given field is sometimes harvested more than once
during a growing season, the pickers making repeated trips through
the cotton field as the bolls ripen.
[0006] Self-propelled cotton harvesters can also include a cab
where an operator is located to operate and/or monitor the
operation of cotton harvester. The cab includes operator controls,
often including a display, to provide the operator with harvester
status as well as to provide operator controls for adjusting
operating conditions of the harvester.
[0007] The cotton harvester further includes a vehicle propulsion
system, including an engine coupled to a transmission, which is in
turn coupled to a drive train, as is understood by those skilled in
the art.
[0008] Many harvesting vehicles, including cotton harvesting
machines, drive hydraulic pumps that act as the primary engine
power consumer. When starting an engine, these pumps can experience
significant parasitic power draw. Especially under cold conditions,
the extra parasitic pump load can prevent the engine from attaining
a sufficient number of revolutions per minute (RPM) required to
support engine starting.
[0009] Engines can have different options for starter voltages
(i.e. 12 Volt (V), 24 V, and others). The higher starter voltages
increase the potential for being able to start an engine having
added parasitics, even in colder weather. Many vehicles, however,
utilize a 12V electrical architecture. So while it is cost
effective to keep the vehicle starting system as a 12V system,
starting capability is compromised when compared to higher voltage
starters.
[0010] Not being able to start the engine not only has implications
for the end customer of an agricultural vehicle, but can be a major
problem for work vehicles used at a manufacturing facility and at
loading ports, where outside ambient temperatures are not conducive
to reliable engine starting. Such work vehicles include
construction vehicles, forestry vehicles, lawn maintenance
vehicles, as well as on-road vehicles such as those used to plow
snow, spread salt, or vehicles with towing capability. Many of the
work vehicles include powered system, including pump system, driven
by the engine which present parasitic loads to the work vehicle's
engine.
[0011] What is needed therefore is system and method to reduce
parasitic loads experienced by an engine of a harvesting machine
during startup.
SUMMARY
[0012] A system and method is disclosed to reduce parasitic loads
when starting the engine of a work vehicle, such as an agricultural
harvesting machine, by automatically disengaging one or more
powered devices from the engine during engine starting. The one or
more powered devices are automatically engaged after the engine has
met a threshold for speed, allowing full functionality of the
powered devices. Powered devices are operatively connected to a
drive shaft through a clutch wherein clutch disengagement and
reengagement occurs automatically during the engine starting
process. Additionally in one embodiment, the clutch is held in a
disengaged state when conditions are not satisfactory for operating
the powered devices. By being able to disconnect one or more
powered devices from the engine flywheel during starting, the
likelihood of starting is significantly improved.
[0013] In one embodiment, there is provided a hydraulic power
module for a crop harvester having an engine. The hydraulic power
module includes a main drive gear, a drive shaft extending through
the main drive gear, and a clutch operatively connected to the
drive shaft. The clutch includes an engaged position and a
disengaged position, wherein the engaged position of the clutch
fixedly connects the main drive gear to the drive shaft and the
disengaged position of the clutch disconnects the main drive gear
drive from the drive shaft. A first pump device is directly coupled
to the drive shaft, wherein the first pump device is driven by the
drive shaft during rotation of the drive shaft. A second pump
device is indirectly connected to the drive shaft through the
clutch, wherein the second pump device is driven by the drive shaft
when the clutch is in the engaged position.
[0014] In one example of this embodiment, the first pump device
includes a first plurality of hydraulic pumps wherein each one of
the first plurality of pumps provides a different function. In a
second example, one of the first plurality of pumps includes a
steering pump and another of the first plurality of pumps comprises
a scavenge pump. In a third example, the second pump device
includes a second plurality of hydraulic pumps wherein each of the
second plurality of pumps provides a different function. In a
fourth example, one of the second plurality of pumps includes a
header pump and another of the second plurality of pumps includes a
cleaner pump. In a fifth example, the hydraulic power module
includes a third pump device having a third plurality of third
pumps wherein each of the third plurality of pumps provides a
different function. In a sixth example, the hydraulic power module
includes a first intermediate gear coupled to the main drive gear
and the first pump device, wherein rotation of the main drive gear
drives the first intermediate gear to drive the first pump device.
In a seventh example, the hydraulic power module includes a second
intermediate gear coupled to the main gear and the second pump
device, wherein rotation of the main gear drives the second
intermediate gear to drive the second pump device. In an eighth
example, the hydraulic power module includes a hydraulic reservoir
configured to hold a supply of hydraulic fluid for driving the
first pump device and the second pump device and a fluid level
sensor disposed in the hydraulic reservoir, wherein the fluid level
sensor is configured to transmit a level signal indicating a level
of hydraulic fluid in the hydraulic reservoir. In a ninth example,
the hydraulic power module includes a controller operatively
connected to the fluid level sensor and operatively connected to
the clutch, wherein fluid level sensor transmits a level signal to
the controller and the controller in response to the level signal
prevents the pressure plate from being located at the second
position. In a tenth example, the hydraulic power module includes a
third intermediate gear coupled to the main gear and the third pump
pad, wherein rotation of the main gear drives the third
intermediate gear to drive the third plurality of pumps. In another
embodiment there is provide a method of operating a crop harvester
having an engine and a plurality of pump devices operatively
connected to the engine. The method includes: providing a drive
shaft configured to be operatively connected to the engine;
providing a clutch having an engaged position with the drive shaft
and a disengaged position with the drive shaft; providing a first
gear operatively connected to the clutch and to a first one of the
plurality of pump devices; providing a second gear fixedly
connected to the drive shaft and to a second one of the plurality
of pump devices; disengaging the clutch from the drive shaft;
operating the second one of the plurality of pump devices with the
second gear immediately upon starting the engine; identifying a
threshold engine speed, wherein the threshold engine speed is equal
to or greater than a predetermined speed threshold; and after
identifying the threshold engine speed, engaging the clutch to
connect the first gear with the drive shaft.
[0015] In one example of this embodiment, the method includes
further providing a fluid level sensor configured to determine an
oil level in a reservoir configured to provide fluid to the
plurality of pump devices. In a second example, the method includes
preventing starting the engine if the fluid level determined by the
fluid level sensor is less than a predetermined oil level. In a
third example, the operating the second one of the plurality of
pump devices includes operating one of a load sensing steering pump
and a scavenge pump.
[0016] In a further embodiment, there is provided an agricultural
vehicle including an engine having a drive shaft and a hydraulic
power module. The hydraulic power module includes i) a main drive
gear, the drive shaft extending through the main drive gear; ii) a
clutch operatively connected to the drive shaft, the clutch having
an engaged position and a disengaged position, wherein the engaged
position of the clutch fixedly connects the main drive gear to the
drive shaft and the disengaged position of the clutch disconnects
the main drive gear drive from the drive shaft, iii) a first pump
device directly coupled to the drive shaft, wherein the first pump
device is driven by the drive shaft during rotation of the drive
shaft; and iv) a second pump device indirectly connected to the
main drive gear through the clutch, wherein the second pump device
is driven by the drive shaft when the clutch is in the engaged
position.
[0017] In one example of this embodiment, the agricultural vehicle
further includes a first intermediate gear coupled to the main
drive gear and the first pump device, wherein rotation of the main
drive gear drives the first intermediate gear to drive the first
pump device. In a second example, the agricultural vehicle includes
a second intermediate gear coupled to the main gear and the second
pump device, wherein rotation of the main gear drives the second
intermediate gear to drive the second pump device. In a third
example, the agricultural vehicle includes a hydraulic reservoir
configured to hold a supply of hydraulic fluid for driving the
first pump device and the second pump device, and a fluid level
sensor disposed at the hydraulic reservoir, wherein the fluid level
sensor is configured to transmit a level signal indicating a level
of hydraulic fluid in the hydraulic reservoir. In a fourth example,
the agricultural vehicle includes a controller operatively
connected to the fluid level sensor and operatively connected to
the clutch, wherein fluid level sensor transmits a level signal to
the controller and the controller in response to the level signal
prevents actuation of the clutch.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The above-mentioned aspects of the present invention and the
manner of obtaining them will become more apparent and the
invention itself will be better understood by reference to the
following description of the embodiments of the invention, taken in
conjunction with the accompanying drawings, wherein:
[0019] FIG. 1 is a side elevational view of a work vehicle, and
more specifically, of an agricultural vehicle such as a cotton
harvesting machine.
[0020] FIG. 2 is a is a perspective view of a pump drive system
configured to couple to an engine of a work vehicle.
[0021] FIG. 3 is a perspective view of the pump drive system of
FIG. 2 without a cover.
[0022] FIG. 4 is a section view of a portion of the pump drive
system of FIG. 2 coupled to an engine housing.
[0023] FIG. 5 is a section view of the pump drive system of FIG. 2
coupled to an engine flywheel.
[0024] FIG. 6 illustrates a cross-sectional view of a hydraulic
fluid reservoir.
[0025] FIG. 7 illustrates a schematic diagram of a master clutch
hydraulic control system.
DETAILED DESCRIPTION
[0026] For the purposes of promoting an understanding of the
principles of the novel invention, reference will now be made to
the embodiments described herein and illustrated in the drawings
and specific language will be used to describe the same. It will
nevertheless be understood that no limitation of the scope of the
novel invention is thereby intended, such alterations and further
modifications in the illustrated devices and methods, and such
further applications of the principles of the novel invention as
illustrated therein being contemplated as would normally occur to
one skilled in the art to which the novel invention relates.
[0027] FIG. 1 is a side elevational view of an agricultural
vehicle, and more particularly a cotton picker baler 10, including
a frame 12 supported on a pair of front wheels 14 and a set of rear
wheels 16. An operator cab 18 is mounted on the frame 12 and
contains various controls for the vehicle 10 so as to be within the
reach of a seated or standing operator. In one aspect, these
controls may include a steering wheel and a control console
including a display as would be understood by one skilled in the
art. An engine 20 is mounted on the frame 12 beneath a housing and
supplies power for driven components of the vehicle 10. The engine
20, for example, is configured to drive a transmission (not shown),
which is coupled to drive the front wheels 14 at various selected
speeds and either in forward or reverse modes. In different
embodiments, the engine provides power to one or more motors or
pumps. In other embodiments, the rear set of wheels is driven to
move the vehicle, or all of the wheels are driven in an all-wheel
drive configuration to move the vehicle 10.
[0028] While the described embodiments are discussed with reference
to a cotton harvester, in addition to addition to agricultural
vehicles, other work vehicles are contemplated including
construction vehicles, forestry vehicles, lawn maintenance
vehicles, as well as on-road vehicles such as those used to plow
snow, spread salt, or vehicles with towing capability.
[0029] The cab 18 defines an operator workstation including a seat,
which is supported by the frame 12. The operator workstation, in
different embodiments, includes one or more of an operator user
interface, steering wheel, a joystick, and an accelerator pedal.
Pedals for a brake and a clutch are also located in the cabin 18,
but are not shown.
[0030] The user interface includes a plurality of operator
selectable buttons configured to enable the operator to control the
operation and function of the cotton harvester 10. The user
interface, in one embodiment, includes a user interface screen or
display having a plurality of user selectable buttons to select
from a plurality of commands or menus, each of which are selectable
through a touch screen having a display. In another embodiment, the
user interface includes a plurality of mechanical push buttons as
well as a touch screen. In another embodiment, the user interface
includes a display screen and only mechanical push buttons.
[0031] The cotton harvester 10 of FIG. 1 includes a plurality of
electrical power circuits, each of which is located at a
predetermined location within the cotton harvester 10. The
electrical power circuits include, but are not limited to, power
circuits for cab lights, switched 12 Volt power output, controller
power inputs, valve powers, service lights, work lights, motors,
recirculation fan(s), pressure fan(s), light bar lights, and load
center inputs.
[0032] The cotton harvester 10 further includes a header 22, the
position of which is adjustable with respect to the frame 12. The
header 22 removes cotton growing in a field of cotton as the work
machine 10 moves in a forward direction. An accumulator 24 receives
the harvested cotton, where it is stored in sufficient quantity to
enable a baler 26 to bale the cotton in a round bale 28. Cotton 30
leaves the accumulator 24 and moves into a baler zone where it is
compressed and baled into the round bale 28. Once a bale 28 is
complete, a gate 32 is opened where the bale 28 exits from the
baler and onto a bale handler 34. The bale handler 34 is
positionable between a relatively upright position 34A and a
relatively horizontal position 34B. In other embodiments, an end 36
moves to a position toward the ground where the bale falls for
later processing.
[0033] FIG. 2 is a perspective view of a pump drive system 100
configured to be coupled to an engine of a work vehicle. In one
embodiment, the pump drive system 100 includes a pump drive system
housing 102 operatively connected to an engine mounting flange 104.
The housing 102 includes a rear cover 106 and a front cover 108
(See FIG. 3). The rear cover 106 defines a plurality of pump stack
supports including a left pump stack support 110, a middle pump
stack support 112, and a right pump stack support 114. The pump
stack supports are also known as pump pads as each provides a pad
for mounting a pump stack. Left, middle, and right correspond to
the illustrated locations of each of the pump stacks in FIG. 2. In
an actual embodiment when located in a vehicle, the locations of
the pumps stacks are identified as being located at a front pump
stack support 110, a lower or mid pump stack support 112, and a
rear pump stack support 114.
[0034] In one embodiment, the left pump stack for a cotton stripper
vehicle supports a pump stack having a header pump, a cleaner pump,
and an auxiliary pump. In one embodiment for a cotton picker
vehicle, the left pump stack supports a left unit pump, a right
unit pump, and an auxiliary pump. The middle pump stack includes a
load sensing steering pump, a scavenge pump, a beater drive pump,
and a feeder drive pump. The right pump stack includes a propel
pump and a baler pump. In other embodiments, other arrangements of
pump stacks are contemplated. In different embodiments, the center
pump stack and the right pump stack are common between the cotton
stripper and the cotton picker.
[0035] Each of the pump stack supports define an aperture
configured to engage a pump stack and to be driven by a drive
shaft. In FIG. 2, the left pump stack support 110 circumscribes a
first clutch driven shaft 116 (as illustrated in FIG. 3), the
middle pump stack support 112 circumscribes a direct drive shaft
118, and the right pump stack support 114 circumscribes a second
clutch driven shaft 120. An exemplary pump stack 115 is illustrated
in FIG. 2. In one or more embodiments, a pump stack includes one or
more pumps that share the same input drive. For instance, the pump
stack 115 includes a first and a second pump driven by the shaft
116.
[0036] A cotton fan drive 122 is located at one end of the housing
102 and includes a belt drive 124 configured to drive one or more
belts for one or more cotton fans as would be understood by one
skilled in the art.
[0037] The cotton fan drive 122, as well as the left pump stack
located at the left pump stack support 110 and the right pump stack
located at the right pump stack support 114 are each driven by a
main drive gear 130. (See also FIGS. 4 and 5). The main drive gear
130 is operatively connected to a left pump stack gear 132, which
drives the left pump stack 115, and to a right pump stack gear 134,
which drives the right pump stack. The right pump stack gear 134
drives a fan gear 135 configured to drive an aspiration fan 137
that provides a vacuum for an air filter system having a precleaner
to remove debris. The main drive gear 130 is clutch driven with a
clutch assembly 136. The clutch assembly 136 is fixedly coupled to
a center input shaft 138 which includes splines 140 configured to
fixedly engage an output shaft 141 of an engine. The output shaft
141 is coupled to an isolation dampener coupler 142. Each of the
main drive gear 130, the left pump stack gear 132, and the right
pump stack gear 134 are indirectly coupled to the center input
shaft 138 through the clutch assembly 136.
[0038] The clutch assembly 136 includes pads 144 which, in a first
state, are in a position of non-engagement due to pressure supplied
by a spring 146. A pressure plate 148 is configured to engage the
main drive gear 130, when a fluid supplied to the clutch forces the
pressure plate 148 to move the pads 144 into engagement. Once
engaged, rotation of the shaft 138 provides a torque to rotate the
main drive gear 130. Upon a release of the fluid pressure from the
clutch assembly 136, the pads 144 return to the non-engaged state
and any movement of the shaft 138 does not move the main drive gear
130. A second clutch assembly 149 (see FIG. 5) is included with the
cotton fan drive assembly 122 and is separately controllable with
respect to the first or master clutch 136.
[0039] As seen in FIG. 4, the clutch assembly 136 leverages a
pressure applied/spring release mechanical control scheme. The
center input shaft 138 is driven directly by the engine through a
rubber isolator coupler and input spline coupler 140. Input shaft
138 is connected to clutch assembly 136. After the engine is
started or when a low oil pressure state no longer exists, the
master clutch assembly 136 is engaged and pressurized oil is
delivered to the cavity of the clutch assembly 136 to overcome the
normal spring compression of springs 146 to fully engage the clutch
plate surfaces for transmitting torque from the clutch housing
assembly 136 to the main driven gear 130.
[0040] In one embodiment, the clutch assembly 136 is not engaged
until the engine RPM (revolutions per minute) reaches a
predetermined speed. In one embodiment, the predetermined engine
speed is about 600 to 800 RPM. In other embodiments, other engine
speeds or ranges of engine speeds are contemplated. Once the
predetermined speed is achieved, the clutch engages automatically.
An electronic control unit monitors the speed of the engine and
once the engine speed reaches the desired speed, the electronic
control unit communicates with a vehicle controller to engage the
clutch. In other embodiments, a determination of engine RPM is made
using speed sensors located at the engine shaft.
[0041] When the engine is turned off, the clutch assembly 136
disengages under an applied fluid pressure, since the fluid
pressure engages the clutch and a release of fluid pressure
disengages the clutch in response to the pressure applied by the
spring 146. Other clutch assembly configurations are contemplated
including those where clutch is disengaged when the engine is off
and engaged when needed.
[0042] Returning to FIG. 3, the input shaft 138 extends through and
is fixedly coupled to a secondary drive gear 150. In this
embodiment, rotation of the drive shaft 138 rotates the secondary
drive gear 150 whenever the drive shaft 138 rotates. The driving
condition of the drive gear 150 is unlike rotation of the main
drive gear 130, which is a clutched gear and which only rotates
upon engagement of the clutch pads 144 in the clutch 136. Since the
main drive gear 130 is clutch driven, the left pump stack gear 132
and the right pump stack gear 134 are also clutch driven.
[0043] The secondary drive gear 150 is operatively connected to a
spur gear 152 which is operatively coupled to a middle pump stack
gear 154. The gear 154 is located at the middle pump stack support
112 where a middle pump stack (not shown) is located.
[0044] The secondary drive gear 150 remains live (always connected)
to the engine through the input shaft 138 and transmits to a torque
to the middle pump stack through the idler gear arrangement
including the spur gear 152 and the middle pump stack gear 154.
Through this live pad arrangement, control and lube flow can be
created immediately as the engine starting process begins. The left
and right pads 110 and 114 are only driven when the master clutch
136 is engaged (after engine starting), whereas the center lower
pump pad 112 remains engaged with the engine at all times.
[0045] A fan gear 156 is driven by the left pump stack gear 132 and
the clutched main drive gear 130. Consequently, the cotton fan
drive 122 is driven when both the clutch assembly 136 and the
clutch assembly 149 are engaged.
[0046] FIG. 6 illustrates a cross-sectional view of a hydraulic
fluid reservoir 160 that provides a pump inlet supply, acts as a
buffer for varying hydraulic fluid volume needs, acts as a
deaerator for air entrained in the hydraulic oil. The fluid
reservoir includes a housing 162 configured to hold a predetermined
amount of oil and includes a filler neck 164 configured to receive
a spout delivering oil from a supply of oil and a filter housing
166 configured to house a filter for filtering the fluid moving
through the fluid system. A port 168, located at a lower portion of
the housing 162, is configured to deliver oil to one or more fluid
operated or fluid cooled devices including one or more pump stacks.
170. In different embodiments, the port 168 is a suction port
configured to draw under negative pressure to the one or more fluid
operated or fluid cooled devices. The housing 160 provides other
hydraulic function as is known by those skilled in the art.
[0047] A hydraulic oil level sensor 172 extends into an interior of
the housing and is used to determine a level of oil within the
housing. In one embodiment, the sensor 172 is operatively connected
to a controller 174 which is either part of or is separate from an
electronic control unit. In one embodiment, the controller 174
includes a processor and a memory.
[0048] The level of hydraulic oil within the housing is determined
by gravity. The sensor 172 extends into the housing at a
predetermined location to identify whether the level of the oil is
above or below the location of the sensor. The sensor 172 transmits
a signal to the controller 174 that indicates when the oil level is
low. In other embodiments, the sensor 172 determines an amount of
oil in the housing such that varying amounts of oil are determined.
For instance, the sensor 172 provides a value of the amount of
remaining oil that is used to indicate how much oil remains.
[0049] The signal provided by the sensor 172 is used to alert an
operator that the reservoir is low with the expectation that the
machine will be shut off as soon as possible to either correct an
oil loss situation or to add oil due to normal service reasons. If
the level of the oil falls below level of the sensor 172 between
engine starts, a sufficient amount of oil may not be available at
the pump suction ports 168 to meet the needs of the pumps 170. If
the oil falls between engine starts, the sensor could provide an
indication of a possible leak occurring during a machine off-season
inactivity, or other reasons, such as a leak in the housing or in
the fluid delivery lines.
[0050] The controller 174 provides an indicator to an operator,
which in different embodiments includes a visual indication such as
light provides within the cab or an audible indicator. In the case
where the operator ignores an initial warning of low fluid within
the reservoir 160 during the starting condition, the controller is
configured to prevent the engine from being started. In this way,
cavitation damage to the pumps which can to occur due to
insufficient oil, is prevented. In another embodiment, the
monitored level hydraulic fluid in the reservoir level during
engine starting is used by the controller 174 to prevent master
clutch 136 reengagement, if a proper level does not exist. In this
event, the operator is notified that a low hydraulic state exists
and is forced to address the fluid level situation before doing any
damage to the pumps. The machine would not be operable with two
pump stacks disabled (safety protected).
[0051] FIG. 6 also illustrates a pump orientation relative to the
reservoir, where gravity is used to assist oil in moving to the
suction inlets of the pumps that are located lower than the oil
held in the housing 162. In another embodiment, the reservoir
includes a visual sight gauge to provide the operator with the
ability to check the oil level prior to engine startup. In an
further embodiment and to reduce the chance that an operator does
not check the level of the reservoir prior to starting the machine,
the controller 174 provides for the actuation of only one of the
three pump stacks to reduce the chance of a very expensive and
time-consuming downtime failure of pumps and potentially the entire
hydraulic system (due to system contamination potential).
[0052] FIG. 7 illustrates a schematic diagram of a master clutch
hydraulic control system 180. During operation of the vehicle 10,
pump stack 110 and pump stack 114 are disabled during at least a
portion of the engine starting process. Pump stack 112, however, is
enabled with the starting of the engine, and consequently the
vehicle has vehicle control, lubrication, steering, and overall dry
sump functions, immediately during the engine starting process. If
oil from the reservoir had accumulated in another part of the
system prior to engine starting, having the middle scavenge pump,
which is one of the pumps of the pump stack 112, enabled with the
engine start improves and corrects any oil level irregularities
that could affect the inlet flow into the pumps on stacks 110 and
114.
[0053] FIG. 7 illustrates one example of the engagement and
disengagement of a master clutch system such as described herein.
For this particular application, gear pump stack 112 provides a
control pressure source for the clutch system of clutch assembly
136. This same pump stack 112 also provides fluid flow for a feeder
circuit that enables the pump to have dual purposes. The
pressurized oil from pump stack 112 is allowed to pass through a
check valve 182 and into the inlet port of normally open valve 184.
In the de-energized (normally open) state of the valve 184,
pressurized oil passes through the valve to the main gear box
master clutch cavity which causes engagement of the clutch 136.
When disengagement of the clutch 136 is desired (during engine
starting and low oil safety), valve 184 is energized, allowing
pressurized oil from the clutch cavity to be released to the sump
of the pump drive gearcase, thereby allowing the compression
springs to spread the clutch plates apart and disengage the clutch
136. As long as valve 184 stays energized, the clutch will remain
disengaged.
[0054] In one example process for starting the engine with this
clutch control scheme, the valve 184 is at a de-energized (normally
open) state at the instant that the starting process begins.
Because pump stack 112 is a live pump stack provided for engine
operation, pump stack 112 quickly begins to build pressure and
begins to engage the clutch assembly 136. After a very low engine
speed is detected, for instance 100 RPM, or after a short time
duration of starting, valve 184 is energized and pressure from the
clutch cavity is released to a sump and the clutch assembly 136 in
disengaged. Engine speeds of other than 100 RPM are contemplated.
With the center pump stack parasitic load of the pump stack 112
being present and the parasitic loads of pump stacks 110 and 114
being absent, the engine starts relatively quickly. After the
engine reaches some defined speed that defines that it is running,
for instance 800 RPM, valve 184 is de-energized to begin the clutch
engagement process. Engine speeds of other than 800 RPM are
contemplated. In one embodiment, valve 184 is a proportional valve
so a ramp rate for engagement and dis-engagement of the clutch
assembly 136 occurs to reduce shock loads. A secondary criteria to
enable de-energization of valve 184 is that the hydraulic reservoir
160 has satisfactory level. By using a normally open valve 184
scheme, in the event that valve 184 cannot be energized or is stuck
in the open position, a machine in normal ambient temperature
conditions will still likely start with the higher parasitic
loads
[0055] By controlling the actuation of the pump stack 112, but not
pump stacks 110 and 114, cavitation or excessive air inlet
conditions at the pumps are reduced or eliminated that result from
an insufficient amount of hydraulic oil in the reservoir at
startup. Being able to prevent a pump stack from being engaged when
insufficient supply oil is available can prevent catastrophic pump
or hydraulic system damage or premature wear.
[0056] Another advantage of the electro-hydraulic based master
clutch arrangement is that service personnel can purposely
dis-engage the master clutch when diagnosing engine or pump drive
issues. The ability to disengage the master clutch is a beneficial
feature for both manufacturing runoff booth and dealer diagnostics
and troubleshooting.
[0057] Cotton harvesters, in particular, in different
configurations, include the use of a relatively large engine, and
consequently can suffer from poor engine starting. By adding the
clutch assembly to only drive pumps necessary for starting but not
to others, engine starting of a cotton harvester incorporating the
present disclosure is greatly improved. By only driving simple gear
pumps at startup, starting of a cold engine is easier to
accomplish. By having a system incorporating a clutch assembly
configured to drive only certain pumps at startup, a higher
capacity starting system, such as using a 24 volt starter is not
needed, and a 12 volt electrical system architecture and associated
voltage is sufficient. By improving the ease of starting the
engine, the reliability of the starter is improved. Consequently,
the present disclosure provides improved starting and improves the
reliability of pumps subject to cavitation issues.
[0058] While exemplary embodiments incorporating the principles of
the present disclosure have been described hereinabove, the present
disclosure is not limited to the described embodiments. Instead,
this application is intended to cover any variations, uses, or
adaptations of the disclosure using its general principles.
Further, this application is intended to cover such departures from
the present disclosure as come within known or customary practice
in the art to which this disclosure pertains and which fall within
the limits of the appended claims.
* * * * *